US830788A - Automatic gate for railway-crossings. - Google Patents

Description

6 O 9 1 L 1 M D .v l S G mm Nu. O R MC Y A W E A KR C P B T A G O I T A M 0 T U A 8 8 O 3 8 0 N L TI N LED FEB.24. 1906. APP 10A 0 H 3S HBETSSHBET 1.

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No. 830,788. PATBNTED SEPT. 11, 1906.

. c. HOOKER.

AUTOMATIC GATE FOR RAILWAYUROSSINGS.

I APPLICATION FILED FEB. 24. 1906- I 3 SHEETS-SHEET 2.

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- a Q (g i Q n N o N m J 3 A N} Q 0 2 ab WITNESSES:

No. 830,788 PATENTED SEPT. 11, 1906. 0. HOOKER.

' AUTOMATIC GATE FOR RAILWAY GROSSINGS.

APPLICATION FILED FEB. 24. 1906.

3 SHEETS-SHEET 3v WITNESSES: [NVE/VTOR Allomeys v By UNITED STATES PATENT OFFICE.

CHARLES HOCKER, OF RUSHVILLE, INDIANA.

AUTOMATIC GATE FOR RAILWAY-CROSSI NGS.

Specification of Letters Patent.

" Patented Sept. 11, 1906.

Application filed February 24, 1906. I Serial No. 302,756.

T all whom it may concern:

Be it known that I, CHARLES HOOKER, a citizen of the United States, residing at Rushville, in the county-of Rush and State of In- .diana, have invented a new and useful Auto- -matic Gate for Railway-Crossings; and I do hereby declare the following to be a full,

clear, and exact description of the invention,

' ally operated by the passing train.

A further object of the invention is to provide a .device of this character which will work smoothly and which will be to a great extent noiseless.

With these and other objects in view the invention consists in the novel construction and arran ement of arts hereinafter described and shown, an particularly pointed out in the appended claims.

In the drawings, Figure 1 is a plan view of a double-track railroad having my invention,

connected therewith. Fig. 2 is a side elevation of the gate with the trips only on one side of the track. Fig. 3 is a longitudinal sectional view of one of the trips. Fig. 4 is a vertical section of the weight-frame and the gate-standard with the weight lowered. Fig. 5 is a front elevation of the weight-frame with the weight elevated.

Referring more particularly to the drawings, 1 indicates a gate-standard to be sup-.

ported upon one side of a road or street crossed by a railroad. Turning in brackets 31 on said standard 1 is a horizontal shaft 2, to which is rigidly secured the gate-arm 3. Also secured to the standard are buffers or leaf-springs 4, which are located in the path of an arm 5, extending laterally from the shaft 2 in a direction opposite the gate-arm, said arm being bifurcated at its free end and having a ball 6 pivoted on inturned ends of the members forming the bifurcation. This ball 6 is provided with a bore transverse to its turning axis, and in this bore slides a link 7, having a head 8 at its upper end and pivoted at its lower end to a weight 9, to be hereinafter described. Surrounding this link 7 and abutting on the ball 6 at its upper end and a flange 11 on the link atits lower end is a coilspring 12, which serves as a cushion for trans- Initting the motion of the weight 9 to the lateral arm 5, and consequently the gate-arm 3.

The weight 9, before-mentioned, acts as a counterbalance for the gate-arm and is movable on vertical guides 13, positioned on a frame 14, mounted adjacent the gate-stand ard 1. Frame 14 has journaled thereon, one above the other, two shafts15, each carrying acam 16, both cams adapted to engage the under surface of the wei ht 9, the weight be- 'ing provided with a roller 17 to reduce the friction. Also connected with each shaft is a vertical arm 18, to the opposite sides of which are pivoted links 19. To the lower pairs of these links which extend in opposite directions parallel with the track nearer-the gate are connected pull-bars 20, guided on rollers 21,mounted on brackets 22 along the track. At theother end of each pull-bar is pivoted a link 23, which is connected to the lower end of an angled or double-armed lever 24, pivoted within a slot in a trip-frame 25, located adjacent the outside track a short distance away from the crossing. This lever 24 carries a roller 26 at its upper end, said roller bearing on the under surface of a curved bar 27, projecting intermediate its ends through the slatted frame 25, pivoted at one end to the frame and having its other end bent downwardly at an angle to the main portion, as at 28. This downward extension 28 is positioned within a Ushaped bracket 29, depending from the frame and provided with-a perforation in its bottom, in which the extension works. A spring 30 surrounds the portion 28and abuts on the lower portion of the bracket 29, this spring serving to return the bar 27 after it has been depressed in a manner hereinafter described. The upper links 19 have the trips adjacent the opposite or second track connected thereto. For this purpose each link is pivoted to the end of an arm 33 on one end of a rockshaft 34, which extends below both tracks and has an arm 35 at its other end, a pull-bar 20 being connected thereto and to a trip in the same manner as to the trips adjacent the opposite or first-mentioned tracks.

Each train is provided with a trip-operating device, which is in the form of a roller 36, vertically adjustable in a U-shaped bracket 37 by means of a screw-rod 38, having connected therewith a bracket 39, in which the roller 36 is journaled. This roller should be mounted on the engine in the rear and to one side of the fender, so that it may engage the or swung upwardly into engagement with roller 17 or weight 9, causing the weight to move upwardly and to-transmit motion to the gate-arm 3 through coil-spring 12, whieh is compressed, and lateral arm 5 The gate- =arm not having the Weight to ho'ld it elevated also has its 'o-Wn weight to assist =it in 'closing,

its lower nove'ment being 'cushioned by the The cam 16 remains under the Weight 9 until the train has {passed the 'crossin at which time the; .other tripon this side o 'the track isengaged. This trip causes theotherpull-rod 20 to ro-' tatethe shaft 1-5 inltheaopposite direotionand 3 remove the eam from beneath the weight 9. I

upper buffer 4 on sta'ndard 1..

The weight 9, together with lthe -compressed spring 12 now causes thefgate arm toibe -elevated. A trainon the other track will cause the same operation to take place.

Having thus-described my invention, what I claim is 1-. The combination with the gate-arm, of a weight oounterbalan'oing :the same, a spring 1 interposed in the connection between the weight and the agate-arm :and placed under: compression'whentheweight is elevated ,and f means controlled by the passing trains *for elevating and then Lrelea'sing the weight.

The com'bination witha standard of a -horizontal shaft j ournaled on the Y standard, a

gate+arm seoured to the shaft, a lateral arm extending from the shaft,' a.link'connected to the arm, a weight to which the link is ;pi-vot- I ed, a coil-spring surrounding the :link and compressed when the weight is elevated, r and means controlled by the passing trains for 5 elevating and role asing=the Weight.

-3. The=combination with a standardyof'a horizontal shaft journaled on the standard, a gate-arm secured to the shaft, a lateral arm extending from the shaft, bifurcated at its outer end, a ball pivoted in the bifurcation and provided with a vertical bore, a headed link, fitted in the. bore, a weight to which the link is pivoted, a spring placed under compression, when the weight is elevated, and means controlled by passing trains engaging the weight to elevate it.

4:. The-combination with the gate-arm, of

a weightcounterbalancin the same, a "pair of 'pivotally-mounte'doams, or elevatingand releasing the weight, and two pairs of trips, each pair causing theelevation and the release of the weight through oneof thecams. 5. The combination with the gate-arm, of

a weight'counterbalancing thesame, aspring interposed in the connection between the weight and the gate-arm, and placed under compression when the weightis'elevated, and

train controlled cams Efor actuating said weight. a v

6. The combination of a gate-arm and a weight, counterbalancing the same, a roller mounted on the lower portion ofsaid weight, and upper and lower train-controlled cams adapted to engage said roller, substantially as described.

'7. The combination witha standard, "of a horizontal shaft ijournaled on said standard,

a gate-arm secured to said shaft, a'bifurcated lateralarm extending from the shaft, a ball pivoted in said bifurcation, and provided with a vertical bore, a headed link mounted Q in said bore, and connected 'witha depending weight, said weight being provided With an antifriction-roller, and train-controlled cams en aging said roller.

11 testimony whereof I haveheretoraffixed my signaturein the:presence of two witnesses.

oHARLEs HOOKER.

Witnesses 'ERNEST B. THOMAS, DELBERT B. STEWART.

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